Download TR7 TR8 Book - Lanocha Racing

The North American TR7 & TR8
As fast as American automobile production lines produced their stock production cars, owners
were just as quick to personalize their vehicles in any manner of ways. It was no different when
British sports cars appeared on the roads of the United States and Canada. It was not unusual
to see many owners personalize their cars using various methods of customization. A key
component of this customization was to maximize the performance of stock cars. The Shelby
Cobra, TVR Griffith and others created customizations with American V8 engines
When the TR7 came on the scene, many thought it was just a tease of the all new and
futuristic corporate car. The TR8 was a big step but at the wrong time. New and powerful V8
engines were not enthusiastically received as gas lines around the country were a regular
feature of the nightly news broadcasts. Undeterred, many pioneers were creating high
performance TR7s and 8s, most created by factory backed racers of the day like Group 44,
Inc., Huffaker Engineering, Ken Slagle, and Kas Kastner to name a few. Unfortunately that
period was short lived and when the TR7s and 8s were phased out so were the performance
parts. A resurgence occurred in the mid 80’s when Land/Range Rover began producing a V8
engine with a bigger bore and an improved block. Edelbrock released the RPM Performer
intake manifold and Holley had the 390 cfm carburetor made specifically for small
displacement V8s. By the end of the 90’s Rover took another step by creating larger bore and
stroked V8s increasing its 3.5-liters engines to 4.6.
1978 Prototype TR7V8 Coupe
1980 TR8 Coupe
1980 TR8 Convertible
1981 TR8 Convertible
As these new engines and their high performance components reappeared on the market new
innovators have stepped up to combine their love of the vintage Triumph with the opportunities
to create high performance cars. One such innovator, Tim Lanocha, has created a team at
Lanocha Racing, L.L.C. to bring new technologies to build some very fast cars.
Lanocha Racing has used each new variation of the Rover V8 and the latest technologies to
create the ultimate wedges. Currently Lanocha Racing has the fastest Rover Block TR8 setting
a new track record for the ¼ mile at The Roadster Factory’s Summer Party in 2005 with an ET
of 11.86 seconds at 116.84 mph! This was done with a 5-liter fuel injected Rover V8 running
through a T56 6 Speed transmission and a Dodge/Plymouth 8-3/4 rear axle.
Tim Lanocha’s TR8 (fore ground) and Rick James’s TR7 V8 (back ground) at Keystone Dragway in Pennsylvania
The culmination of these innovations is the Lanocha Racing’s “Bulitt”. It combines the vintage
body kit with GM small block power. Bulitt uses fuel injection and an inter-cooled single turbo
355 cid engine with aluminum heads, T5 6 Speed Transmission, and Detroit Locker 9-inch ford
rear axle. The engine is managed by a high tech computer system.
The body is made from
molds used in IMSA (International Motor Sports Association) racing circuits in the late 70’s to
the early 80’s. The engine can deliver over 800 hp and can push the wind tunnel tested body
in excess of 200 miles per hour
TR7 V8 (Bulitt) using a wide body performance competition body kit
Engines
The Rover V8 is a strong source of power. It originated back in 1961 by General Motors and
stayed in production by Range/Land Rover until recently, when BMW took over plant
production. Fortunately the parts for rebuilds are easily obtained. The levels of displacement
are still growing. There are quite a few choices: 3.5, 3.9, 4.0, 4.2, 4.6, 5.0 and even a rumored
6.0 liter. Cams can be cut for specific car weight, gearing and power ranges. Heads are semi
limited to original GM, Rover or some UK based aftermarket castings. Intakes can be
fabricated but can be complex. Edelbrock and Offenhauser have great street intakes for 4
barrel carburetors. An entry level upgrade to the Rover V8 would include these typical
combinations are the Holley 4 barrel, Edelbrock intake, .440 to .460 lift camshafts, and 4-2-1
headers with some minor head porting. This set-up is good for 200 to 215 horsepower and can
be done on a weekend. The next step is using one of the larger displacement Rover engines
with more carburetor, better distributor, bigger more sophisticated camshafts and valve train
and either big bore 4-2-1 or 4-1 headers. The more exotic improvements can get results up to
300 horse power this involves removal of the engine out of the car. The bigger bore and
stroked engines seem to break the 300 horse power barrier. The use of fuel injection, or forced
induction is almost a necessity to break the 300 horsepower limit.
Stock 3.5 liter V8 in a TR8 coupe 133hp (left) Modified 3.5 liter V8 in a TR8 coupe 250hp (center) and a stroked 5.0 liter V8 in
a TR8 convertible 360 hp (right)
Group 44 TR8 with a 3.9 liter Rover V8 using a cross ram intake manifold with, Lucas/Kinsler/Fuerstenau fuel injection with
360hp
4.6 liter Rover V8 300 plus hp
The 4 to 2 to 1 header (left) with a 1.5” diameter tubes and the 4 to 1 header (right) with a 1.75” diameter tubes designed by
Lanocha Racing.
Engine upgrade conversion kit is comprised of a high lift and duration cam, lifters, timing cover gasket, valley pan gasket for
the intake manifold, 4 barrel carburetor (390 to 600 cfm) with accessories, double roller timing chain and valve cover gaskets
with the use of headers is good for at least 200 hp!
Transmissions & Clutches
With all this power comes the weak link. The Rover 5-speed transmission, a stock item to
almost all manual transmission from 1977 to the early 90’s can handle a certain amount of
power. Depending on how aggressive the driver is, most Rover gear boxes can handle up to
220 hp, but rarely as much as 300hp. The factory race-prepared gear boxes with close ratio
gear clusters are next to impossible to find and rebuilds do not last long when put through the
gears. The Borg-Warner T-5 transmission using a Rover V8 pattern bell housing slips right in.
It has a better lubrication system, a taller 5th over drive gear and came in thousands of GM and
Ford cars. The throw out bearing is a hydraulic collar type and makes it possible for any clutch
combination. The drive shaft will need to be modified for the T-5 and T-56 transmissions.
Stock TR8/Rover 3500 clutch assembly and flywheel (top) and the upgraded 10.5 inch diameter clutch disc,
heavier pressure plate and a lightened flywheel a savings of 10lbs! (bottom)
T-5 (foreground) & Rover 5-Speed
If 5 forward gears are not enough the T-56 from late model Chevrolet Camaros and Corvettes
is for you. The higher power larger displacement engines work well since it was developed for
that application. Salvage yards are now carrying them as a normal part.
T-56 6-Speed
1961 to 1963 GM 215 bell housing for a T-10 with adaptor for a T-5 5 speed (left) and the adaptor for a T-56 6-speed on the
(right)
Final Drive – Rear Axle
The rear axle of the TR7 and TR8 share the same housing, bearings and seals with the
exception of the gearing which can be a 3.90, 3.45 or 3.08:1 ratio. The bearings and hub for
the pinion are the wear points. But, when the engine is upgraded the rear end is the first to
indicate a new found issue. It is not cost effective to take the stock rear axle and try to modify it
to withstand the increased power. The solution is the Ford 8.8 and 9 inch rear axles. They
come with large disc brakes, a wide variety of gear rations and posi-traction. At the same time
tires and rims with a larger diameter can be used. The Dodge/Plymouth 8-3/4 rear axle with its
removable center section for easy gear changing and it also provides the same features of the
Ford.
A Lanocha Racing TR8 with a Dodge/Plymouth 8-3/4 rear axle equipped with a coil over spring set-up and disc brakes. The
coil springs were moved inboard to gain space for wider tires.
Ford 8.8 inch rear axle modified for the stock TR7/8 suspension arms (left) Group 44 Franklin Baby Grand rear axle (right)
Brakes
The real problems arise with all your new power. The first is braking and the stock TR7 and
TR8 have a very under-sized caliper and rotor combination. Better brake rotors both in
diameter (swept area) and thickness with venting should be installed. The 2 piston (pot) caliper
is discarded and a 4 piston or even a 6 piston aluminum caliper can be put in its place with
some adaptor brackets.
Stock TR8 front brakes
4 piston calipers with cross drilled and vented rotor
TR7 V8 with 6 piston calipers with a heavily modified front end and suspension
This 4 piston aluminum caliper and vented rotor conversion kit (available from Lanocha
Racing) can be performed in a short amount of time.
The kit comes with two new calipers, adaptors, brake lines, four pads and two cross drilled and vented rotors
Remove the stock caliper and bake lines (left). Remove the hub and rotor assembly (center) and remove the hub from the
stock rotor (right).
Install the stock hub on to the upgraded rotor and be careful to inspect the bolts for thread damage and use a thread locker
(top left) tighten the bolts as required by the Triumph service manual. Install new inner and outer wheel bearing and seal, hand
tighten the spindle nut and install the cotter pin and pin washer (top center). Bolt the adaptor to the 4 piston caliper and then
install on to the strut mounts (top right and bottom left). Install the new brake lines (bottom center). The finished product using
the larger diameter rotor (bottom right)
The stock TR8 alloy or TR7 steel wheels will no longer fit without some serious machining or
spacers. There are some aftermarket “vintage” 13-inch rims that will fit with the basic up grade
kit. The larger rotor kit will work with larger rims over 15 –inches and provides better tire
selection and traction.
16-inch diameter rim
13-inch diameter magnesium rim
With the front brakes being increased the rear brakes when installing the posi-traction Ford or
Dodge/Plymouth axle ends make a great set up on all four corners.
Lanocha Racing is
working on a rear disc brake conversion for the TR7/8 rear axle to fit under the stock rims.
A work in progress for the stock TR7/8 rear end conversion to disc brakes (left and right)
The brake master for the TR7 and 8 seem to be adequate for the up graded brake rotors and
calipers but with a larger displacement engine and higher speeds the larger brake rotors do not
receive enough hydraulic force. A master cylinder has been matched up to the bolt pattern on
the stock brake booster with a larger bore which is more than enough for the larger brake kits.
Upgraded brake master cylinder
There are more options for brakes … even a canister to help with very high lift and low vacuum
engines for power assisted brakes using a booster.
Suspension
When horsepower is significantly increased the suspension will also require modification. The
front suspension for the TR7/8 is based on the McPherson design common for the early 70’s.
The strut insert canister/tube can accommodate Koni, KYB Gas-a-just and Spax inserts with
very little effort. These are a good choice for those who like to drive with some comfort on a
long trip. The Spax and Koni are better suited for track and aggressive street driving but the
Koni can not be adjusted unless removed from the car. The Spax strut can be adjusted (there
are fourteen possible settings) with a special tool for the front and a screw driver for the rears.
Replacing the stock springs with a shorter height and stiffer spring adds more to handling
characteristics and gives the car an aggressive stance. The subframe, sway bar and lower arm
bushings are available in stock rubber, upgraded rubber or urethane materials. A larger sway
can be adjusted in the car installed as direct bolt in but isn’t necessary. A strut brace gives the
best results for tying in the strut towers. The brace will improve the front end body strength and
handling. The only draw back to the brace is the fresh air duct can not be installed with out
some serious modifications
Strut brace being installed in to a TR7 V8 conversion car which is a bolt in item.
The rear suspension is a live axle arrangement with two upper angled bars and two lower
parallel arms. The spring is wedged between the lower arm and the frame rail. The shock is
slightly outboard of the frame rail with some cut outs for mounting but with the configuration it
does limit your rim and tire selection for width. The coil over kit eliminates the stock shock and
spring and combines them into one package that can be welded in place.
Coil over conversion kit (left) and the installed coil over assembly (right)
The unibody construction has its inherent flaws. Through the years the modified TR8s and
some stock TR8s have a similar problem with the rear suspension upper and lower arm
mounting points and the floor area around the lower arm. When the engines power output is
increased the body can not take the additional forces. The lower arm mounting holes will
oblong and the control arm will often make noise. This can be easily fixed by adding a plate or
just welding the washers to the body.
The upper and lower mounting points have been reinforcing with welded plates
When the damage to the body is too great from aggressive driving, (usually at the transmission
tunnel or the floor board areas) cracks or tears will appear. Lanocha Racing has solved the
problem with a frame rail connector to connect the back suspension arm mounting point to the
front frame. This results in the forces applied to the arm to floor point being distributed through
out the body and not concentrated in one location.
A typical torn floor pan that has reached the drain plug from the lower arm mounting point
Installation of a frame rail connector from the lower arm mounting point to the front frame member
Finished with additional boxing of the rear arm mounting area and front frame member
A roll cage is a rather high end solution but when installed properly using the right body
mounting point can provide excellent body strength.
Competition TR8 Roll Cage (left) TR7 V8 street car (right)
The Body
With the “pop-up” head lights, wedge shape, and fashionable interiors Triumph advertised the
TR7 and TR8 as “The shape of things to come” and “The shape of things that win”. For the
competition race groups the car was a better Triumph. With racing came body modifications
and, in most cases, lots of fiberglass. Group 44, Inc. best known for their efforts made a winner
out of Triumph’s ugly duckling. They developed a body kit capable of 180 mph top speeds. The
draw back was the wheel base and the rear window area of the coupes. A modified TR8 coupe
can reach 135 mph but any faster the back end tends to get a little light due to the vacuum
created by the rear glass. With a wider stance, a big rear spoiler and function front air dam the
envelope was opened up. The body kit is now available from Lanocha Racing. It consists of
the front air dam, front and rear fenders/wings, rear spoiler (10 inches tall!) and the optional
hood/bonnet without louvers.
The fenders can be mounted by one of two ways.
The Front fenders have the original rain/water gutter channel as on the factor fenders for fastener applications. The channel
can be removed and adhesives or fiber-glassed used in place of fasteners. You can completely remove the original fender
(right) or leave it in place (left).
Stock rear fender (left) new fiberglass fender installed over the original (middle) and the with the 12 inch wide rim installed
(right). The fenders can be fastened in place on the lower edge, bottom of the back light area. The top area needs adhesives
or fiber-glassed on.
The front air dam was originally molded to be removable for transport. Clips and fasteners are needed for this panel
Body panels fitted and partially installed (left and right) including the rear spoiler (right) that bolts directly on.
Body panels finished and in paint!
In addition to the body panel kit above, Lanocha Racing has molds for a less aggressive body
kit used by Huffaker Engineering.
Huffaker Engineer 4 part fender kit (left and right)
The famous Group 44 #44 TR8 resting in Sebring Florida, 2001 (left) Group 44 TR8 in action with Jay Fox as the fuel man in
1979 (right)
Lawton ”Lanky “ Foushee creator of the Group 44 TR8s with #4 TR8 (left) and Huffaker Engineering TR8s (right)